Guide rail structure for railway flat cars



y 1968 E. MOWATT-LARSSEN 3,385,233

GUIDE RAIL STRUCTURE FOR RAILWAY FLAT CARS 4 Sheets-Sheet 2 Filed Dec.

FIG. 2.

FIG. 3.

May 28, 1968 E. MOWATT-LARSSEN 3,385,233

GUIDE RAIL STRUCTURE FOR RAILWAY FLAT CARS Filed Dec. 14, 1966 4 Sheets-Sheet 5 May 28, 1968 E. MOWATT-LARSSEN 3,385,233

GUIDE RAIL STRUCTURE FOR RAILWAY FLAT CARS Filed Dec. 14, 1966 4 Sheets-Sheet 4 United States Patent 3,385,233 GUIDE RAIL STRUCTURE FOR RAHWAY FLAT CARS Erling Mowatt-Larssen, Glenwood, 131., assiguor to ACE Industries Incorporated, New York, N.Y., a corporation of New Jersey Filed Dec. 14, 1966, Ser. No. 601,648 8 Claims. (Cl. 105-368) ABSTRACT 0F THE DISCLQS This disclosure relates to a guide rail structure for a railway flat car to guide roadway vehicles, such as tractor and trailers, along the deck of the railway car and to accommodate roadway vehicles having ditferent wheel spacings. Specifically, the disclosure is directed to a pair of generally parallel guide rails which extend longitudinally along the deck of the railway car, each rail being mounted for selective movement between different lateral spacings in a direction transversely of the deck thereby adjustable for roadway vehicle wheel spacings of different widths.

Background and description of the invention With the use of so-called flush desk fiat cars in which the side sills do not project above the deck surface, center guide rails are employed to guide roadway vehicles, such as tractors and trailers, along the deck of the railway car. Flush deck flat cars are desirable when overhead cranes are employed for loading and unloading containers as many cranes have laterally movable lift arms which fit beneath the containers. The widths of trailers transported on railway flat cars sometimes vary. Also, the distance between the roadway wheels or tires varies, at times, with different widths of trailers and with the use of single instead of dual wheels on the trailers. In order to center accurately the roadway vehicles for transit on the railway car deck, the guide rails must be closely spaced from the tires of the roadway vehicles. If the center guide rails are spaced properly for dual wheel trailers, the guide rails may not be adequately spaced for single wheel trailers. Thus, it is highly desirable to have guide rails for flush deck flat cars which are adjustable in width to accommodate difr'erent spacings between the inner trailer wheels.

It is an object of the present invention to provide a guide rail structure for a generally flush deck railway flat car.

It is a further object of this invention to provide such a guide rail structure in which the spacing between a pair of longitudinally extending generally parallel guide rails may be selectively varied.

Briefly described, the guide rail structure comprising the present invention includes a pair of spaced, generally parallel guide rails extending longitudinally of the railway car, each rail having a laterally fixed portion and a laterally movable portion, and means mounting each laterally movable portion to its associated laterally fixed portion for pivotal movement about a generally horizontal axis in a direction transversely of the deck to position selectively the movable portions at different lateral spacings or widths thereby to aid in guiding vehicle wheels having different spacings.

The invention accordingly comprises the constructions hereinafter described, the scope of the invention being indicated in the following claims.

In the accompanying drawings, in which one of various possible embodiments of the invention is illustrated,

FIGURE 1 is a top plan of a railway fiat car showing the guide rail structure illustrating the present invention positioned on the deck of a flat car;

, 3,385,233 Patented May 28, 1968 FIGURE 2 is a section taken generally along line 22 of FIGURE 1;

FIGURE 3 is a section taken generally along line 33 of FIGURE 1 and illustrating the vertically movable rail sections adjacent each hitch with the rail sections in position to accommodate relatively wide vehicle wheel spacing;

FIGURE 4 is a side elevation of the vertical movable or depressible rail section illustrated in FIGURE 3;

FIGURE 5 is an enlarged fragment of FIGURE 2;

FIGURE 6 is a section similar to FIGURE 5 but showing a movable portion of the guide rail pivoted to an outer position to accommodate relatively wide inner vehicle wheel spacings;

FIGURE 7 is an enlarged fragment of FIGURE 3;

FIGURE 8 is a section similar to FIGURE 7 but showing a laterally movable portion of the guide rail pivoted to an inner position to accommodate relatively narrow inner vehicle wheel spacings; and

FIGURE 9 is a view similar to FIGURE 8 but showing the rail section depressed.

Corresponding reference characters indicate corresponding parts throughout the drawings of this invention.

Referring particularly to FIGURE 1, a railway fiat car is generally indicated 10 and has a generally flush deck 12. A side sill 14 extends longitudinally along each side of the railway flat car 10 but does not project above the surface of deck 12 thereby to provide a generally flush deck. A flush deck is desirable in the loading and unloading of containers or the like with cranes having laterally movable arms which engage the undersides of the containers. The side sills do not interfere with the lateral movement of the crane arms when a flush deck flat car is employed.

A pair of spaced, generally parallel center guide rails 16 extend longitudinally of deck 12. A pair of hitches H shown in collapsed position are positioned between guide rails 16 and are adapted to secure the kingpin of a trailer or the like for transit. Hitches H are movable between collapsed and erect positions by a tractor as illustrated in US. Patent No. 3,225,707 issued Dec. 28, 1965 to D. W. Rollins et al., the entire disclosure of which is incorporated by this reference. In collapsed position, hitches H project a distance above the deck substantially equal to or slightly below the height of guide rails 16. Guide rails 16 may project a distance of around six (6) inches above deck 12.

Each guide rail 16 has a depressible or vertically movable section 18 mounted adjacent the rearward end of each hitch H as shown particularly in FIGURES 7, 8 and 9. When trailers are employed having front dolly wheels connected by an axle between the dolly wheels as indicated at A in FIGURE 9, it is possible for the dolly wheel axle to contact a guide rail 16 in the event the dolly wheels are not raised sufiiciently when the trailer is secured to the hitch for transit. Thus, the depressible sections 18 of each guide rail 16 are adapted to move downwardly in the event of contact with an adjacent dolly wheel axle as will be explained in further detail below. A vertically depressible guide rail structure is disclosed and claimed in a copending application Ser. No. 590,600, filed Oct. 31, 1966, in the name of Dallas W. Rollins and entitled Guide Rail Structure For Railway Flat Cars. The remainder of guide rails 16 is divided into a plurality of non-depressible vertically fixed sections 19 around six (6) feet in length.

Referring particularly to FIGURES 2, 5, and 6, each section '19 comprises an angle-shaped fixed guide rail portion or base support 20 having a lower horizontal leg 22 secured by welding to deck 12 and an integral upwardly extending vertical leg 24. Secured along the upper margina1 portion of vertical leg 24 are spaced hinge sleeves 26. Fitting between hinge sleeves 26 are hinge sleeves 28 on a laterally movable guide rail portion 36 of each guide rail 16. A horizontal extending hinge pin 32 connects hinge sleeves 26 and 28 to permit guide rail portion 30 to pivot about pin 32 to the position shown in FIGURE 6. Guide rail portion 30 comprises two generally parallel walls 34 and 36 connected by a connecting web 38. Spaced openings 40 may be provided in wall 36 to permit manual gripping of guide rail portion 39 for pivoting movable portion 30 between the positions shown in FIGURES and 6. As shown in FIGURE 5, section 1 is in a position for a relatively narrow inner wheel spacing between tires T and wall 34 is adapted to contact a tire T or the like of an adjacent roadway vehicle, such as a tractor .or trailer, to guide and center the roadway vehicle on the railway car deck. When a roadway vehicle having a relatively large spacing between inner wheels is employed as in FIGURE 3, guide rail portion is pivoted manually to the position of FIGURE 6. Sections 1? may be around six (6) feet in length with each section being pivoted individually. The outer surface of wall 36 shown in FIGURE 6 is tapered slightly inwardly from the deck 12 to expose a slightly inclined surface to vehicle tire T. Also, wall 34 is tapered inwardly in its position shown in FIGURE 5 for the same reasons.

Referring now to FIGURES 4, 7, 8 and 9 in which the depressible sections 18 adjacent hitches H are illustrated, each vertically movable section 18 is around six (6) feet in length and is positioned generally rearwardly .of the adjacent hitch H. A base support 40 of section 18 has a pair of sleeves 42 secured thereto. A rod 44 secured within each sleeve 42 extends downwardly through an opening 46 in deck 12 and opening 47 in a hat-shaped bracket 48 secured to the underside of deck .12. Hatshaped bracket 48 forms an open ended housing to receive an associated sleeve 42 upon the downward movement of support 40. A coil spring 50 about rod 44 is biased between each sleeve 42 and associated housing 48 to continuously urge support 40 upwardly. To restrain the upward movement of support 40, a stop washer 52 about rod 44 is mounted adjacent the outer surface of housing 48 and is held in position by pin 54 secured to rod 44. A circumferential abutment 55 on each sleeve 42 limits the downward movement of base support 40.

Secured to base support 44) is a generally vertically extending angle-shaped extension 54. Spaced hinge sleeves 56 are secured to the outer surface of base support 40. A laterally movable guide portion generally indicated 58 has a side 59 with a plurality of spaced hinge sleeves 6i thereon which fit between hinge sleeves 56 and are connected thereto by a pivot pin 62. Side 59 in the position of FIGURE 8 is adapted to engage a surface of tire T when a relatively small spacing is provided between the inner vehicle wheels or tires T. When a relatively large spacing is provided between the inner vehicle wheels, portions 58 are pivoted to the position of FIGURE 7 with side 64 adapted to engage the adjacent tire surface. An integral side 66 which is generally parallel to wall 59 has spaced openings 68 therein to permit manual gripping of movable portion 58 for pivotal movement. Further, to prevent an inward pivoting of movable portions 53 when in the position of FIGURE 7, such as may result from contact with an adjacent tire, a plurality of pins 72 may be secured in spaced openings 74 of side 66 to lock movable portions 58 in position as shown in FIGURE 7. An integral inturned flange 76 adjacent side 66 contacts extension 54 to limit the pivoting of movable portion 58.

Thus, movable portions 58 may be easily pivoted between the positions shown in FIGURES 7 and 8. In the event a vertical loading of guide rail section 18 is provided, such as a dolly wheel axle A exerting a downward force on section 18 as shown in FIGURE 9, sleeves 42 and section 18 will move downwardly to compress springs 50. In this position, adequate clearance will be provided for the dolly wheel axle.

While guide rails 16 have been illustrated in the drawings as positioned to engage the inner surfaces of roadway vehicle tires T as illustrated in FIGURES 2 and 3, it is to be understood that, if desired, guide rails 16 may be positioned to engage and guide the outer surfaces of the roadway vehicle tires.

From the foregoing, it is to be understood that a center guide rail structure has been provided for a so-called flush deck flat car with the guide rails adapted for positioning at different spacings to accommodate different spacings between trailer wheels. The guide rails may be easily pivoted manually between a relatively wide wheel spacing and a relatively narrow wheel spacing.

In view of the above, it will be seen that the several objects of the invention are achieved and other advantageous results obtained.

As various changes could be made in the above constructions without departing from the scope of the invention, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

What is claimed is:

1. A railway flat car having a generally even deck, a guide rail structure on the upper surface of the deck, said guide rail structure including a pair of spaced, generally parallel guide rails extending longitudinally of the railway car and adapted to center the wheels of roadway vehicles on the deck, and means mounting the guide rails for selective pivotal movement in a direction transversely of the deck about a generally horizontal axis between different lateral spacings thereby to aid in guiding roadway vehicle wheels having different spacings.

2. A railway fiat car having a deck, a pair of spaced, generally parallel guide rails on the upper surface of the deck extending longitudinally of the railway car, at least one collapsible hitch mounted on the deck between the guide rails for movement between erect and collapsed positions, each guide rail having a portion movable in a direction transversely of the railway car, and means on said guide rails mounting the associated movable portions thereon for pivotal movement in a direction transversely of the car about a generally horizontal axis to position selectively the movable portions at difi'erent lateral spacing thereby to aid in guiding inner vehicle wheels having different spacings for movement along the deck.

3. A railway flat car having a generally fiat deck, a pair of spaced, generally parallel guide rails on the upper surface of the deck extending longitudinally of the railway car and projecting upwardly from the deck, at least one collapsible hitch mounted on said deck between the guide rails for movement between collapsed and erect positions and adapted to secure the kingpin of a trailer for transit on the railway car, said hitch when in collapsed position on the deck projecting from the deck a distance about the same as the projection of the guide rails and around six inches above the deck, each guide rail having a portion movable laterally relative to the deck, and means on said guide rails mounting the associated movable portions thereon for pivotal movement about a generally horizontal axis in a direction transversely of the deck to position selectively the movable portions at different lateral spacings thereby to aid in guiding vehicle wheels having different spacings for movement along the deck.

4. A railway flat car as set forth in claim 3 wherein each of said guide rails includes a plurality of adjacent sections positioned end-to-end in longitudinal alignment, each of said sections having a movable portion mounted for pivotal movement in a direction transversely of the deck independently of the remaining sections.

5. A railway flat car as set forth in claim 3 wherein said guide rails are positioned on the deck to engage the inner surfaces of vehicle wheels for centering roadway vehicles on the railway fiat car.

6. A railway fiat car having a generally fiat deck, a pair of spaced, generally parallel guide rails on the upper surface of the deck extending longitudinally of the railway car each having a portion movable laterally of the deck, and at least one collapsible hitch mounted on said deck between the guide rails for movement between collapsed and erect positions and adapted to secure the kingpin of a trailer for transit on the railway car, each guide rail having a generally vertical web fixed to the deck and extending upwardly therefrom, means on each vertical web mounting the associated laterally movable portion for pivotal movement about a generally horizontal axis extending longitudinally of the car, each of said movable portions having one position in which it is positioned substantially entirely outwardly of the associated vertical web to center roadway vehicles having relatively large vehicle wheel spacings and another position in which it is positioned substantially entirely inwardly of or closely adjacent the vertical web to center roadway vehicles having relatively small vehicle wheel spacings.

7. In a railway flat car having a generally flat deck, a pair of spaced, generally parallel guide rails on the upper surface of the deck extending longitudinally of the railway car, each of said guide rails having a plurality of sections in end-to-end relation and aligned longitudinally of the car, at least one collapsible hitch mounted on said deck between the guide rails for movement between collapsed and erect positions and adapted to secure the kingpin of a trailer for transit on the railway car, at least one section of each guide rail adjacent the hitch being mounted for a de'pressible downward vertical movement with the remaining sections being fixed against vertical movement, each of said guide rail sections having a base support and a laterally movable portion on the base support, each of said movable portions having one position in which it is positioned substantially entirely outwardly of the associated base support to center roadway vehicles having relatively large vehicle wheel spacings and another position in which it is positioned substantially entirely inwardly of or closely adjacent the base support to center roadway vehicles having relatively small vehicle wheel spacings.

8. in a railway flat car having a generally flat deck as set forth in claim 7, resilient means to continuously urge the depressible section of each vertically movable guide rail upwardly, the base support for said remaining guide rail sections comprising a generally vertical Web secured to the deck of the railway car.

References Cited UNITED STATES PATENTS DRAYTON E. HOFFMAN, Primary Examiner. 

